Hydrocarbon-engine.



w. R. HALLETT. HYDROOARBON ENGINE.

AIPLIOATTON nun 111N317, 1913.

1 3106,0 13. Pa ented Aug. 4., 1914.

3 SHEETS-SHEET 1,

w. R. HALLETT HYDROOARBON ENGINE.

LPPLIUATION TILED JUNE 17,1913.

1,1 06,043. Patented Aug. 4, 1914.

3 SHEETS-SHEET B.

"(l/Law W Y @2042 @JMMM wmw W. R. HALLETT. HYDROGARBON ENGINE.

APPLICATION FILED UNE 17, 1913.

Patented Aug. 4, 1914.

ww vwyaawn wrnLuni amiss mu arr, or ca's'ron, LBERTA,

Ermocaanomnuemn.

1b all whom it may concern:

'"Beit known that I, WILLIAM RICHARD HALLEIT, a citizen of the Dominion of Canada, residing at the village of Castor, in the Province of Alberta and Dominion of Canada, have invented certain new and useful Im rovements in Hydrocarbon-Engines, of

"- which the following is a specification.

" strength with lightness an My invention relates to engines more particularlya'ditp'fed for use in aeroplanes, and my object has been to devise a motor for this and kindred purposesa combining great tion. I

" I attain my object by means of the mechanismillustrated in the accompanying drawiri s, in whichigure 1 is a plan view, partly in section, showing the pistons at the limit of then outward stroke. Fig. 2 is a slmilar v1ew, but

, showing the pistons atthe inward limit of their stroke. novement synchronous w th the position of Fig. 3 illustrates the valve the pistons as shown in Fig. 2. Fig. f1 shows the istons and the rods connecting them, which go..to form! half of the engine movement. Fig. 5 similarly showsthe pistons,

rods and toss-head forming the opposite half ofthe movement. Fig. 6 is a view of one of the end pistons with the piston rods shownsectionally therein. Fig. '1 is a simildrflview of an intermediate piston.

"' 1 The eiigineas illustrated, is of the double acting four cycle type, and I prefer to use a jump spark ignition, but as this forms no part of my present invention I have thought it suflioient to indicate bybin ding posts the N 4 position of the ia'niting points, leaving it to user-sot my device to make such connection as theydeem advisable for the purpose.

Referrin to the drawings which form a part hereof, andm which similar numerals refer to similar parts throughout the different-views; 1 is the, cylinder of the engine. Thisis open at both ends, and it is preferably bored to the same diameter throughout its length. The outer surface of the cylin- 17 der'is'grooved circumferentially in order to offer the largest possible radiating surface, this being. in accordance with the best engineering practice regarding air cooled motors.

f -t-.'2 and 3indicate the driving shafts, on the ends of which are shown fragments 4 and 5 of the propellers which would be used were the motor utilized 'for aerial propulsi0i1.

free from vibraj Patented Aug. 4, 1914.

The shafts 2 and 3 are provided withtranks 6 and 7 which connect, as hereinafter described, with the driving p'artsof the engine.

In the cylinder 1, and adapted for reciprocating, movement therein, are the pistons 8, 9, 10, 11 and 12, and a cross-head 13, the

latter bein shown inpiston shape, thOUfih an other s iape suitable for idance by cy inder would answer equal y well.

p The evenly numbered istons 8,10 nd 12 are 'oined each to each y the rods 4 and 15, sing held pro erly spaced thereon by the jam nuts 16,t e whole formin what might be described as a piston unit, a (1 shown separately as Fig..4. The rods 4 and 15, it will be understood, have sliding passage throu h the pistonsl) and 11 but are not secure to them many way. imilarly, the oddly numbered pistons a d 11, and the cross-head 13 are joined toget er by the rod 17 and a similar 1'0 18, showii only in Ifi 7, the pistons being retained in spacec relation thereon by thejam nuts 19 thus forming the piston unit shown as Fig.

8, 9, 12 and the cross-head 13, are screw;

threaded interior-1y, the ends of the rods beins, threaded for engagement with the threads in the openings.

c The connecting rod 20 unites the piston 8 with the crank 6, and similarly the connebting rod 21 forms operative union between the cross-head 13 and the crank 7 Thus if any member of the evenly numbered piston unit receive an impulse it will act upon the crank 2, and an impulse imparted t a member of the oddl numberedfunit will be conimunicated to t e crank 3. 1 I On the shaft 2 is a g'ear'22ada ted for engagcment with a ear 23 on t eshaft [24 running at rightangles to the shaft 2; The shaft 24 passesthrough the'valve chambers 25, 26, 27 and 28, within'whicharethe valves29, 30,31 and 32, these being secured to the shaft 24 and adapted to revolve with The valve chambers 25, 26,fl27 and28 con- 1 nect with'the cylinder-1by theports 33,34

35 and 36 respectively,":ind with the carbu reter. 37 by the pipes 38, 39, 40 and 41 which are fed by the main 42 in which is located the throttle valve 43. Also in the valve v harnliers are' t helexhau st ports 4:4, 45, l6

this and 47. v

As the-construction and operation of the valves form the subject matter of a separate application fora patent which I ainmaklng contemporaneously with this, any extended description at the present time would be out of place, ll will therefore confine myself to an explanation of the valve movementonly in so far as-it afiects the operation of the t willbe 'notedfin Fl ii, that the valves add set in sequence, eac with-a leadof a -cptxiarter turn over the next following it, and t at the gears 23 and 22 are proportioned 1n the'ratio of two to one, the smaller being upon thacrankshaft 2, and that in consequencetwo revolutions'of the crank shaft are required to eflect one complete revolution of any one of the valves 29, 30, 31 and. 32. 4'

-Referring to Figsl and 2 it will'be seen that the pistons divided the cylinder 1. into explosion chambers indicated as 48, 4:9, and 51, eachhaving communication with the valve ertaining to it. On the upper. side of the cyinderlare shown the binding posts 52, a 'pairof which are located opposite each of the explosion chambers. :The wires 53, forming part of the posts 52,.project into the explosion chambers, the points of those of each pair approaching each other in such manner as to allow of an electric discharge passing fromone tot-he other, thus exploding the charge contained in the chamber;

As previously mentioned, the current for plurpos'e maybe generated in any manner t ought advisable, and the SyIIChI'OIIIZr ing of the discharges with. the cycles of the engine, be performed in any manner that ,will produce, the required result. iBymy arrangement of multiple pistons in a single cylinder it mcomes possible to secure sim- .ultaneously at every movement of the pis tons, the four necessary operations of a successful hydrocarbon motor, vi z-the explo- $1011 in one'chainber,'the compression of a charge of explosive fluid in a second cham-. ber,.the taking ofa fresh char e in a third chamber, and the'exhaustiono waste gases from the fourth chamber 1' am not aware that this has previously been done, To illustrate these "operations attention is called to the position of the pistons asshown in Fig. 2. In this figure anexplosion hasjust taken place in the chamber 48; giving a half ,revolution to the cranks 6 and 7, throwing the pistonsmfiand 9 apart and operating through them, the other parts of the piston units to which they-belong.-. Thus, the piss tons 11 and 1-2 were brought together, compressing between them, the charge of explosive mixture in the chamber 51, and placingthat chamber in readiness as the next to be exploded. Il -lee pistons 10 and ill. worm weenie thrown apart, operating thy draw a fresh charge of fluid :t'r'oin the carhulteterinto the chamber 50, and the pistons .Qand 10 were brought together" exhausting the waste gases left in the chamber 4-9 frorn th previous explosion. v r

That the operations in the difiere'nt chambers has'been' as described is shownvby the positions of the valves in ig. ,3. In this figure the valve29, whichfpertains'to the chamber 48, is shown as justmoving'to exhaustf position, the valve 32 just reaching the ready to explode position, the valve 31 ready to compress, and the valve 30 Works with equal'free'don in both directions, thus there is double action and freedom from vibration.

It is of course quite feasible to connect the shafts 2 and 3 in a positive manner, so

connection with each other, the engine that they would be compelled towork together, and to add a flywheel, and for certain purposes this might be advisablehbut when the engine is used as foriginally'intended it is preferable that eachendtbe inde- I pendent of the other. v v p From the, foregoing description it will be seen that it have designed a motor, direct in act-ion, and combining few parts with great simplicity of operation, and that the power developed depends only upon the sit-re to' which the motor may be built,.,and the strength or the material used.

Having museum described my said vention what I claim isr 1. A hydro-carbon engine comprising a' cylinder having a plurality of'pistonsre-' ciprccablc therein, certain of said. pistons relatively immovably connected to'form a piston unit and the other of said pistons relatively removably connected to form an-'" otherpiston unit, cranks at the ends of said cylinder and rods connecting said piston units with said cranks, the spaces between the members of the one piston unit and those ofthe other forming chambers for the operations requiredin an engine of the character described and the members of said piston units being sutiiciently numerous to provide between them chambers for all of said opering the reciprocations of said piston units net aticns simultaneously, said operations causin opposite directions and. the rotation of said cranks. I

2. Ahydro-carhon engine comprising a cylinder having a pluralit-ypi pistons reclprocablo therein, rods connecting the alternate pistons into separate groups, those of each group being relatively immovable and the rods connecting the related members of one group passing through the intervening members of the other group, a crank at each end of the cylinder and rods connecting each of said groups with one of said cranks, the spam-s iu tween the members of one of said groups and those of the other 'i'orining four ci'ian'iliers adapted for the mdlaneous reception in one chamber of a .rtze of expiosive mixture, the compresa mad chamber of a charge of x plot mixture, the explosion of a charge in a uni chamber and the exhaustion of waste gases from the fourth chamber, said operations being constantly repeated, said groups ct pistons being thereby oppositely rccipro-rrated and said cranks rotated.

ii. A tour cycle hydro-carbon engine comprising a cylinder, iive pistons and a crosshead in the cylinder, rods connecting the center and two outer pistons to form a three nicmheizypiston unit and rods connecting the remaining pistons to form a two member piston unit, the rods connecting said three member unit passing through the members of said two member unit and the rods connecting said two member unit passing through the central member of said three member unit and one of the outer members thereof and connectin with the cross head, a crank-shaft at he end of said cylinder and a rod connecting said cross head with said crank-shaft, the piston of said three member unit adjacent the opposite end of the cylinder connecting with a similar shaft in a similar manner, the throw of the cranks on said shafts defining the movement of said piston units to and from each other in said cylinder, the opposing faces oi the members of one unit and those of the other forming four chambers each adapted for the four operations, the reception of a charge of explosive mixture, the compression of the charge, the exp osion oi the charge and the exhaust 'of the waste gases, said operations following each other in regular rotation in each chamber and producing a half revolution of said shafts at each explosion.

In testimony whereof I have afiixed my signature in presence of two witnesses.

WILLIAM RICHARD llAliLE'lT. Witnesses:

Geo. Auxrnn, Joim IIALLEII. 

